CN112236585B - Method and control device for operating a vehicle - Google Patents
Method and control device for operating a vehicle Download PDFInfo
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- CN112236585B CN112236585B CN201980037959.3A CN201980037959A CN112236585B CN 112236585 B CN112236585 B CN 112236585B CN 201980037959 A CN201980037959 A CN 201980037959A CN 112236585 B CN112236585 B CN 112236585B
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- critical temperature
- gasoline
- vehicle
- combusted
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/085—Control based on the fuel type or composition
- F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
- F02D19/088—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels by estimation, i.e. without using direct measurements of a corresponding sensor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0606—Fuel temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0611—Fuel type, fuel composition or fuel quality
- F02D2200/0612—Fuel type, fuel composition or fuel quality determined by estimation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention relates to a method for operating a vehicle having a gasoline engine, wherein the density of the gasoline to be combusted is determined; determining a stoichiometric air demand; the critical temperature up to which the formation of vapor bubbles in the gasoline to be combusted can be avoided is determined by the density of the gasoline to be combusted and the stoichiometric air demand. Furthermore, a controller for carrying out the method and a vehicle having such a controller are proposed.
Description
Technical Field
The invention relates to a method for operating a vehicle having a gasoline engine.
Background
In particular, in order to provide a good hot start performance for a gasoline engine, the formation of vapor bubbles in the gasoline supply system should be avoided. For this purpose, the temperature of the gasoline supply system, in particular at critical points, is usually kept below a critical temperature, above which vapor bubbles can form in the gasoline to be burned, by means of countermeasures.
The limiting temperature above which vapor bubbles form in the gasoline to be combusted depends on the composition of the gasoline used. Therefore, the critical temperature is typically selected to be a constant temperature that is below the limit temperature of the gasoline having the lowest limit temperature.
Thus, in many cases, it is not necessary to take countermeasures to avoid vapor bubbles in the gasoline actually used.
For example, WO 2008077544 A1 describes a method for operating a fuel system of an internal combustion engine, in which method fuel is fed into a fuel line by means of at least one feed device in an operating state, and in which method the feed device is switched on in the rest state of the fuel system as a function of at least one state variable, wherein the feed device is switched on in the rest state of the fuel system when the state variable, which at least indirectly characterizes the state of the fuel located in the fuel line, is below a limit value.
Disclosure of Invention
Based on this, the object of the invention is to provide a method for operating a vehicle, by means of which it is possible to take more appropriate measures as required to prevent the formation of vapor bubbles, a control device for carrying out the method, and a vehicle having such a control device.
According to a first aspect, a method for operating a vehicle having a gasoline engine is proposed, wherein a density σ of gasoline to be combusted is determined; determining stoichiometric air demand L St The method comprises the steps of carrying out a first treatment on the surface of the The critical temperature up to which the formation of vapor bubbles in the gasoline to be combusted is avoided is determined by the density and stoichiometric air demand of the gasoline to be combusted; and adapting the corresponding measures for preventing steam bubbles based on the determined critical temperature.
Stoichiometric air demand L St Here, the mass m of combustion air in the case of complete combustion of gasoline is represented Luft-St Mass m with burnt gasoline B Ratio of (3): l (L) St ＝m Luft-st /m B 。
Stoichiometric air demand L St May be determined by operating parameters of the gasoline engine and provided by an engine controller of the gasoline engine. The density sigma of the gasoline to be combusted may also be provided by the engine controller or measured by means of a separate sensor.
The critical temperature can thus be determined taking into account the current value that can be determined in the vehicle itself.
Determining the critical temperature based on the actual gasoline used allows more appropriate measures to be taken as needed to prevent steam bubbles from forming and in many cases these can also be dispensed with entirely. For example, canThe reduction of the cooling water prescribed temperature of the gasoline engine is avoided. The duration of continued operation of the electric ventilation device after the gasoline engine is turned off can also be reduced. Both measures may indirectly contribute to a reduction of the gasoline consumption of the vehicle and thus also to a reduction of the CO of the vehicle 2 And (5) discharging.
According to a first embodiment, the critical temperature is based on the stoichiometric air demand L of the density σ of the gasoline to be combusted on the one hand and the power P on the other hand St Is determined by the product of (a). The factor P may be between 0.6 and 0.8. Preferably, the factor p=0.7.
The limiting temperature has been shown to be highly correlated with this product, among other things. Thus, determining the critical temperature based on the above product may enable a particularly efficient adaptation of the corresponding measures for preventing steam bubbles.
Another embodiment provides that the critical temperature is determined on the basis of a continuous function of the product.
The use of a continuous function makes it possible to adjust the counter-measure more simply, since a continuous adaptation of the counter-measure to a continuously varying critical temperature is simplified.
Furthermore, an embodiment is proposed in which the critical temperature is determined based on a linear function of the product.
The linear function may simplify the calculation of the critical temperature so that a simpler controller may be sufficient for the calculation. Furthermore, the linear function may enable real-time calculation of the critical temperature.
Another embodiment provides that the critical temperature is determined on the basis of a polynomial function of the product.
The critical temperature can be brought further towards the actual limit temperature by means of a polynomial function. The increased calculation with the use of polynomial functions compared to linear functions can be compensated for by the further optimized application of corresponding measures for preventing the formation of vapor bubbles.
Furthermore, an embodiment is proposed in which the critical temperature is determined based on a piecewise defined function of the product.
The calculation of the critical temperature can be further simplified using piecewise defined functions. For example, the piecewise defined function may include a first linear segment having a first slope and a second linear segment having a second slope. It is also conceivable to: the piecewise defined function has a first linear segment and a second polynomial segment.
Another embodiment provides that the critical temperature is determined on the basis of the current date or the date of the last fueling.
Typically refineries and/or gas stations provide gasoline with different compositions over the year to cope with different external temperatures associated with the season. The different components can be characterized in particular by different limiting temperatures.
The estimation of the critical temperature may be further improved by considering the current date or the date of the last fueling.
Furthermore, an embodiment is proposed in which the critical temperature is determined based on the position of the vehicle.
The composition of gasoline can vary widely from region to region of the world. Thus, further improved estimation of the critical temperature can be achieved taking into account the location of the vehicle and thus the approximate location of the manufacture or sale of the gasoline. The position of the vehicle may be determined, for example, by means of sensors already present in the vehicle, such as GPS sensors, or by means of position information of mobile communication devices already present in the vehicle. On the other hand, the region may also be fixedly set at the time of delivering or repairing the vehicle, because the vehicle generally does not travel from one region (e.g., the united states) to another region (e.g., europe) as often.
Furthermore, a controller for carrying out one of the above methods and a vehicle having such a controller are proposed. The vehicle may in particular be a car or a motorcycle.
Drawings
Embodiments and advantages of the present invention are described in more detail with reference to the following drawings. In the accompanying drawings:
FIG. 1 at least partially schematically illustrates the distribution of limiting temperatures for a number of gasoline samples with respect to research octane number (ROZ);
fig. 2 at least partially schematically shows the limit temperature of a large number of gasoline samples with respect to the density sigma of the gasoline to be combusted on the one hand and the power 0.7 on the other handStoichiometric air demand L St Distribution of products of (a);
fig. 3 shows, at least in part, schematically, the limiting temperature of a large number of gasoline samples in the united states region with respect to the density sigma of the gasoline to be combusted on the one hand and the stoichiometric air demand L to the power 0.7 on the other hand St Is used to determine the distribution of products of the critical temperature;
fig. 4 shows, at least in part, schematically, the limiting temperature of a large number of gasoline samples in the united states with respect to the density sigma of the gasoline to be combusted on the one hand and the stoichiometric air demand L to the power 0.7 on the other hand St Is used to determine the distribution of products of the critical temperature;
fig. 5 shows, at least in part, schematically, the limiting temperature of a large number of gasoline samples in the region of china with respect to the density σ of the gasoline to be combusted on the one hand and the stoichiometric air demand L to the power 0.7 on the other hand St Is used to determine the distribution of products of the critical temperature;
fig. 6 at least partially schematically shows the limit temperature of a large number of gasoline samples in the region of china with respect to the density σ of the gasoline to be combusted on the one hand and the stoichiometric air demand L to the power 0.7 on the other hand St Is used to determine the distribution of products of the critical temperature;
fig. 7 shows, at least in part, schematically, the limiting temperature of a large number of gasoline samples in the european region with respect to the density σ of the gasoline to be combusted on the one hand and the stoichiometric air demand L to the power 0.7 on the other hand St Is used to determine the distribution of products of the critical temperature;
fig. 8 shows, at least in part, schematically, the limiting temperature of a large number of gasoline samples in regions of limited fuel quality with respect to the density σ of the gasoline to be combusted on the one hand and the stoichiometric air demand L to the power 0.7 on the other hand St Is used to determine the distribution of products of the critical temperature.
Detailed Description
The measured limit temperature in degrees celsius (°c) versus research octane number (ROZ) distribution is shown in fig. 1 for a number of different gasoline samples from different parts of the world (united states, china, russia, the european union, other parts of the world). Here, the samples represented by filled circles are collected in winter and the samples represented by open circles are collected in summer.
The correlation of the limiting temperature with ROZ cannot be seen. The constant critical temperature T selected so far is also shown in the diagram S 、T W1 、T W2 . The critical temperature T in summer S The same is chosen for different regions of the world and is for example 110 ℃. For winter, for example, a critical temperature T of 100℃is chosen for China and the United states W1 And for Russian, european Union and other parts of the world, for example, a critical temperature T of 103℃ is selected W2 。
Fig. 2 shows the measured limiting temperature of a large number of samples with respect to the density σ of the samples on the one hand and the stoichiometric air demand L to the power 0.7 on the other hand St Wherein the cross "+" is represented for samples taken in winter and the circle o is represented for samples taken in summer.
The relationship between the limiting temperature and the product can be clearly seen.
The measured limiting temperatures of a large number of samples taken in the united states are shown in fig. 3 with respect to the density sigma of the gasoline sample on the one hand and the stoichiometric air demand L of the power 0.7 on the other hand St Wherein the cross "+" is indicated for samples taken in winter and the circle "o" is indicated for samples taken in summer. Furthermore, the previously selected constant summer critical temperature T is shown for this region S And critical temperature T in winter W1 。
Taking into account the density sigma of the gasoline and the stoichiometric air demand L of the gasoline St It is possible to select a higher critical temperature for a large number of gasoline samples than the constant critical temperature selected so far.
In fig. 3, a first straight line G for determining the critical temperature in summer is shown S . The straight line is preferably selected such that at least substantially all specific summer limit temperatures lie above the straight line.
Determining critical temperature (down through T) using a linear function on which the line is based S Limit) such that, for example, a higher critical temperature than heretofore was selected in 93.1% of the samples taken in summer. The critical temperature is equal to the heretofore constant critical temperature T S The average rise was 3.2 ℃.
Fig. 3 also shows a second straight line G for determining the winter critical temperature W . When the critical temperature is determined using a linear function on which the straight line is based (down through T W1 Limit), a higher critical temperature is obtained, for example, in 94.1% of samples taken in winter. The critical temperature is equal to the heretofore constant critical temperature T W1 The average rise was 3.6 ℃. The straight line is preferably selected such that at least substantially all specific winter extreme temperatures lie above the straight line.
The higher critical temperature allows for a later introduction of corresponding measures for preventing the formation of steam bubbles. Thus, consumption disadvantages caused by countermeasures (e.g., higher current consumption by operating the electric ventilation) and comfort losses (e.g., caused by the electric ventilation that continues to operate after the gasoline engine is shut down) can be reduced.
Fig. 4 again shows the values of the gasoline sample shown in fig. 3.
Unlike fig. 3, the stoichiometric air demand L is used, with the density σ of the gasoline on the one hand and the power 0.7 on the other hand St A piecewise defined function of the product of (c) to determine the critical temperature of the summer collected samples. In particular, in the exemplary embodiment shown, two linear function sections are used, which pass through a straight line G in the diagram S1 And G S2 And (3) representing. The density sigma of the gasoline on the one hand and the stoichiometric air demand L to the power of 0.7 on the other hand St This can be achieved to raise the critical temperature very significantly again in samples where the product of (a) has a very high value.
Fig. 5 shows the measured limiting temperatures of a large number of samples taken in china with respect to the density σ of the gasoline sample on the one hand and the stoichiometric air demand L of the power 0.7 on the other hand St Is the product of (a)Distribution, wherein the samples collected in winter are represented by crosses "+" and the samples collected in summer are represented by circles "omic". Furthermore, the previously selected constant summer critical temperature T is shown for this region S And critical temperature T in winter W1 。
Showing a first straight line G for determining a summer critical temperature S . Determining critical temperature (down through T) using a linear function on which the line is based S Limit) such that, for example, a higher critical temperature than heretofore was selected in 99.2% of the samples taken in summer. The critical temperature is equal to the heretofore constant critical temperature T S The average rise was 13.8 ℃.
Similarly, a second straight line G for determining the winter critical temperature is also shown W . When the critical temperature is determined using a linear function on which the straight line is based (down through T W1 Limit), a higher critical temperature is obtained, for example, in 99.7% of samples taken in winter. The critical temperature is equal to the heretofore constant critical temperature T W1 The average rise was 22.1 ℃.
Fig. 6 again shows the values of the gasoline sample shown in fig. 5. Unlike fig. 5, the stoichiometric air demand L is used, with the density σ of the gasoline on the one hand and the power 0.7 on the other hand St The critical temperature of the samples taken in summer and winter is determined by a piecewise defined function of the product of (c).
In the exemplary embodiment shown, two linear function sections are used, in particular for summer, which in the diagram pass through a straight line G S1 (downwardly through T) S Limit) and G S2 Representing and using two linear function sections for winter, which pass through a straight line G in the graph W1 (downwardly through T) W1 Limit) and G W2 And (3) representing. This results in an average increase in the critical temperature that is again increased compared to the constant critical temperature hitherto. In particular, the critical temperature of summer fuel increases by 17.5 ℃ on average, and the critical temperature of winter fuel increases by 24.5 ℃ on average.
The measured limit temperature for a large number of samples taken in Europe is shown in FIG. 7The density sigma of the gasoline sample on the one hand and the stoichiometric air demand L to the power 0.7 on the other hand St Wherein the cross "+" is indicated for samples taken in winter and the circle "o" is indicated for samples taken in summer. Furthermore, the previously selected constant summer critical temperature T is shown for this region S And critical temperature T in winter W2 。
Showing a first straight line G for determining a summer critical temperature S . Determining critical temperature (down through T) using a linear function on which the line is based S Limit) such that, for example, a higher critical temperature than heretofore was selected in 99.3% of the samples taken in summer. The critical temperature is equal to the heretofore constant critical temperature T S The average rise was 3.4 ℃.
Similarly, a second straight line G for determining the winter critical temperature is also shown W . When the critical temperature is determined using a linear function on which the straight line is based (down through T W2 Limit), a higher critical temperature is obtained, for example, in 99.1% of samples taken in winter. The critical temperature is equal to the heretofore constant critical temperature T W2 The average rise was 3.5 ℃.
Fig. 8 shows the measured limiting temperatures of a large number of samples taken in a region of limited fuel quality with respect to the density σ of the gasoline sample on the one hand and the stoichiometric air demand L of the power 0.7 on the other hand St Wherein the cross "+" is indicated for samples taken in winter and the circle "o" is indicated for samples taken in summer. Furthermore, the constant summer critical temperature T selected so far is shown for these regions S And critical temperature T in winter W1 。
For determining the summer critical temperature, a piecewise defined linear function is used, which is plotted through a straight line G S1 (downwardly through T) S Limit) and G S2 And (3) representing. This allows for example to select a higher critical temperature than heretofore in 57.0% of the samples taken in summer. The critical temperature is equal to the heretofore constant critical temperature T S The average rise was 3.9 ℃.
Similarly, a second linear function, also defined for the segments, is used for determining the winter critical temperature. Accordingly, fig. 8 shows two straight sections G W1 (downwardly through T) W2 Limit) and G W2 . When the critical temperature is determined using a linear function on which the straight line is based, a higher critical temperature is obtained, for example, in 93.3% of samples taken in winter. The critical temperature is equal to the heretofore constant critical temperature T W2 The average rise was 9.2 ℃.
Claims (12)
1. Method for operating a vehicle having a gasoline engine, wherein,
-determining the density of the gasoline to be combusted;
-determining a stoichiometric air demand, which is the ratio of the mass of air burned with complete combustion of the gasoline to the mass of gasoline burned;
-determining a critical temperature up to which formation of vapor bubbles in the gasoline to be combusted can be avoided, from the density of the gasoline to be combusted and the stoichiometric air demand; and is also provided with
-adapting a corresponding measure for preventing steam bubbles based on the determined critical temperature.
2. The method according to claim 1, wherein the critical temperature is determined based on the product of the density of the gasoline to be combusted on the one hand and the stoichiometric air demand to the power P on the other hand, wherein the factor P is between 0.6 and 0.8.
3. The method of claim 2, wherein the critical temperature is determined based on a continuous function of the product.
4. A method according to claim 2 or 3, wherein the critical temperature is determined based on a linear function of the product.
5. A method according to claim 2 or 3, wherein the critical temperature is determined based on a polynomial function of the product.
6. A method according to claim 2 or 3, wherein the critical temperature is determined based on a piecewise defined function of the product.
7. A method according to any one of claims 1 to 3, wherein the critical temperature is also determined based on the current date or the date of the last fueling.
8. A method according to any one of claims 1 to 3, wherein the critical temperature is also determined based on the location of the vehicle.
9. A computer readable medium having stored thereon a computer program comprising instructions which, when executed by a computer, cause the computer to perform the steps of the method according to any of claims 1 to 8.
10. A controller for implementing the method according to any one of claims 1 to 8.
11. A vehicle having a controller according to claim 10.
12. The vehicle of claim 11, wherein the vehicle is a car or a motorcycle.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018212642.9 | 2018-07-30 | ||
| DE102018212642.9A DE102018212642A1 (en) | 2018-07-30 | 2018-07-30 | Method and control device for operating a vehicle |
| PCT/EP2019/068929 WO2020025299A1 (en) | 2018-07-30 | 2019-07-15 | Method and control unit for operating a vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112236585A CN112236585A (en) | 2021-01-15 |
| CN112236585B true CN112236585B (en) | 2023-06-06 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980037959.3A Active CN112236585B (en) | 2018-07-30 | 2019-07-15 | Method and control device for operating a vehicle |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US11391225B2 (en) |
| CN (1) | CN112236585B (en) |
| DE (1) | DE102018212642A1 (en) |
| WO (1) | WO2020025299A1 (en) |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002317668A (en) * | 2001-02-14 | 2002-10-31 | Sanshin Ind Co Ltd | Engine control device of water jet propelling boat |
| US20080032245A1 (en) * | 2003-11-11 | 2008-02-07 | Vapor Fuel Technologies, Llc | Fuel utilization |
| DE102004030729A1 (en) * | 2004-06-25 | 2006-01-19 | Hella Kgaa Hueck & Co. | Method and device for determining the vaporization property of fuel fluids |
| JP2008101524A (en) * | 2006-10-18 | 2008-05-01 | Denso Corp | Evaporated fuel processing system of internal combustion engine |
| DE102006060299A1 (en) * | 2006-12-20 | 2008-06-26 | Robert Bosch Gmbh | Method for operating a fuel system for an internal combustion engine |
| DE102007023746B3 (en) * | 2007-05-22 | 2009-02-05 | Continental Automotive Gmbh | Fuel ethanol content determining method for internal combustion engine in motor vehicle, involves determining ethanol content of fuel independent of fuel temperature and pressure determined during initiation of vapor lock |
| DE102007049705A1 (en) * | 2007-10-17 | 2009-04-23 | Robert Bosch Gmbh | Method for determining the ignitability of fuel of unknown fuel quality |
| DE102007057452A1 (en) * | 2007-11-29 | 2009-06-04 | Robert Bosch Gmbh | Fuel system operating method for internal-combustion engine of motor vehicle, involves changing conveyor capability of fuel pump, and assigning determined value of actuating variable to limitation pressure of pressure limiting device |
| DE102008054796A1 (en) * | 2008-12-17 | 2010-06-24 | Ford Global Technologies, LLC, Dearborn | Stoichiometric air/fuel ratio determining method for internal combustion engine i.e. diesel engine, of vehicle, involves determining air/fuel ratio based on gas quantity in cylinder, injected fuel quantity, and exhaust residual percentage |
| DE102015201414A1 (en) * | 2015-01-28 | 2016-07-28 | Bayerische Motoren Werke Aktiengesellschaft | Method for starting an internal combustion engine |
| DE102016221317A1 (en) * | 2016-10-28 | 2018-05-03 | Bayerische Motoren Werke Aktiengesellschaft | Method for determining the quality of liquid fuel |
-
2018
- 2018-07-30 DE DE102018212642.9A patent/DE102018212642A1/en active Pending
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2019
- 2019-07-15 US US17/264,409 patent/US11391225B2/en active Active
- 2019-07-15 CN CN201980037959.3A patent/CN112236585B/en active Active
- 2019-07-15 WO PCT/EP2019/068929 patent/WO2020025299A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| DE102018212642A1 (en) | 2020-01-30 |
| US11391225B2 (en) | 2022-07-19 |
| CN112236585A (en) | 2021-01-15 |
| WO2020025299A1 (en) | 2020-02-06 |
| US20220112849A1 (en) | 2022-04-14 |
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